Nov. 2019 keeping cool • when EVs crash • next big thing? Discover Henkel’s Solutions for Electric Vehicles Battery e-Drive Power Conversion Leverage Henkel’s broad technology portfolio and application know-how in solving challenges together. Metal Pretreatment Impregnation Service Battery Assembly Adhesives Thermal Interface Materials Gasketing Structural Adhesives henkel-adhesives.com/emobility All marks used are trademarks and/or registered trademarks of Henkel and its affiliates in the U.S. and elsewhere. ® = registered in the U.S. Patent and Trademark Office. © 2019 Henkel Corporation. All rights reserved. DSGN0002744 (11/19) 4 FROM THE EDITOR 16 DID YOU KNOW? The power of safety planning What’s happening inside that cell 5 18 6 contents LEAD-ACID ADVOCATES CRASH COURSE Old tech still has some juice in it How first responders deal with EV accidents HOME SWEET OHM How to go on a grid diet 23 6 VALUE HUNTERS IN A SPLIT SECOND Explosive safety innovations from Bosch, Autoliv B AT T E R Y O N B O A R D Push to recycle lithium ion batteries PADS, NOT PLUGS BMW’s wireless charging pilot 24 10 SIFTING THROUGH RUBBLE Lessons learned from fire crises 7 PACKAGED DEAL Whole lot of shaping going on 26 WHEN THINGS GET HOT Staying cool through 10 ON STURDY GROUND? thermal management The promise of solid-state batteries 28 14 WANT COFFEE WITH THAT? 11 FROM A TO T For charging stations, location matters A glossary of battery terms 29 12 ON THE DRAWING BOARD STAYING POWER The strength of structural adhesives We have lithium ion. Now what? 30 18 13 Q&A LAST MILE Putting the “EV” in evacuation EV perspectives from the National Fire Protection Association 14 26 BATTERY TESTERS Behind the scenes COVER DESIGN: November 2019 at GM’s laboratory Rachael Russell logging on A s the owner of a gasoline- electric hybrid, I live something of a sheltered life. I can reap some of the benefits of driving an electric car, but unlike Editor STAFF Leslie J. Allen Chief of Editorial Operations Dave Versical the driver of a full-electric vehicle or even a plug-in hybrid, I don’t Chief Content Officer spend much time thinking about the Jamie Butters powerful battery I have onboard. Managing Editor I know that concealed behind a Mary Beth Vander Schaaf panel in the trunk lies a 245-volt nickel-metal-hydride battery pack, but it’s recharged as I drive, so I don’t have to plug Deputy Mobility Editor anything in. The closest I come to interacting with the electric- Pete Bigelow drive technology is watching an animated power-flow schematic Reporters on my infotainment screen. Alexa St. John But as they say, knowledge is power. Richard Truett And knowledge about power can be a life-and-death matter Copy Editors to the people responsible for keeping us safe. Amy Butters Imagine what a first responder must consider when coming Tim Good upon an accident involving an electrified vehicle of unknown Elizabeth Hardy design and specifications, one that might have high-voltage Cynthia Orosco-Wright cables somewhere and a powerful lithium ion battery at risk of igniting, even reigniting long after the fire is doused. Contributors We’ve prepared this issue of Shift because no discussion Marcus Amick about electric vehicles is complete without an examination Dale Buss of the safety implications involved: topics such as how first Jack Keebler responders are trained to deal with EVs; how batteries are Rachael Russell tested; how they are kept from overheating during charging; Art Director how high-strength adhesives can help prevent battery damage; Michele L. Trombley and what lessons the industry has learned from things that have gone wrong. This magazine is also about the promise of the future. As Associate Publisher such, we explore new technologies that could replace or Karen Rentschler improve today’s batteries, efforts to recycle valuable battery Global Marketing Director materials, even ways to make charging a car fun for consumers. Kathy Lightbody We’re in the midst of an electrification revolution. With all the improvements being made in EV performance and range — with all that power, if you will — comes a continued responsibility to make safety our top priority. Sincerely, Leslie J. Allen Editor lallen@crain.com 4 shift • november 2019 LEAVE ROOM FOR LEAD? Old-school technology poised to play a pivotal role in the future of mobility BY MARCUS AMICK ost contend that the future of electric vehicles security features, including hazard lights, power steering and M depends heavily on the progress made with lith- ium ion battery technology. But some believe the advancements made with lead-acid batteries could also play a major role in the evolution of EVs. Fueled by a growing demand for energy, antilock brakes. Lead batteries are also used to store, regulate and ensure power at EV charging stations. According to a report by research firm Avicenne Energy, global demand for rechargeable batteries is expected to exceed 1 terawatt-hour by 2025, up from 730 giga- a number of auto suppliers such as Clarios, watt-hours in 2020, with lead batteries formerly Johnson Controls Power Solutions, maintaining a large share of the market. have been exploring ways to advance lead- The Consortium for Battery Innovation, a acid battery technology. The dependability, research group that works with companies cost and recyclability of the batteries makes to advance lead-based battery technology, them ideal for EVs, some advocates argue. is looking to increase the cycle life of lead The old-school batteries are being used batteries fivefold, to 5,000 cycles, by 2022, for a number of applications in EVs, pro- which could help to lower the operating viding backup power for critical safety and costs of EVs. n Auto supplier Clarios is looking for ways to advance lead-acid battery technology. BATTERY INDUSTRY’S HOME RUN Residential energy-storage business is surging BY MARCUS AMICK he growth of the electric systems, said it was increasing its T vehicle market is driving a surging business focused on home energy storage. Companies spanning Tesla to Panasonic have been developing a production capability by 300 percent, to 10,000-plus units annually. One of the key components and major appeals of the residential stor- age batteries is the flexibility of the host of these home energy-storage systems. Panasonic’s new residen- batteries, which when combined tial battery system, called EverVolt, with solar power can help reduce features both AC and DC coupled dependence on the power grid. options and can be scaled down to as According to research group little as 5.7 kilowatt-hours of energy McKinsey & Co., annual installations of storage or expanded to 34.2 kWh. home energy-storage systems in the The usable capacity of the U.S. grew from 2.25 megawatt-hours Tesla Powerwall is 13.5 kWh. The in 2014 to 185 mWh in 2018. Smartflower +Plus, a self-contained They’re expected to exceed 2.9 solar energy system developed in part- gigawatt-hours by 2023. nership with NEC Energy Solutions, In June, NeoVolta Inc., a California features 5.5 kWh of battery storage. maker of residential energy-storage According to research firm BloombergNEF, South Korea cur- Companies are looking to combine rently leads the global market for solar and battery power for homes, using products such as Tesla’s home energy-storage installations, Powerwall, top and middle, and the but China and the U.S. are poised to Smartflower +Plus, bottom. move to the forefront by 2040. n november 2019 • shift 5 WANTED: DEAD OR ALIVE U.S. offering big bucks to boost recycling of lithium ion batteries BY ALEXA ST. JOHN hey power not only electric cars “They are hazardous to the environment, T but also our cellphones and myriad other consumer devices. But just 5 percent of lithium ion batteries are recycled, and the search is on for ways to make sure these batteries, and but they contain a significant amount of valuable material that can be re-fed back to the supply chain,” said Lei Pan, a Michigan Technological University assistant profes- sor of chemical engineering focusing on the valuable materials they contain, return battery recycling. to the nation’s supply chain. Some teams are tackling collection chal- The U.S. Department of Energy, in col- lenges. Others are focused on separation laboration with the National Renewable and sorting, safe storage and transport, Energy Laboratory, is hoping to acceler- or “reverse logistics” — minimizing the ate efforts to collect, store and transport A $5.5 million prize could spur the retrieval cost of moving batteries out of end users’ spent and discarded lithium ion batteries of valuable materials from spent batteries. hands to recycling facilities. through its Lithium-Ion Battery Recycling The competition launched in February. Prize. It’s part of DOE’s “American-Made Fifteen teams passed the first round in Challenges” contest series. late September, based on their business The idea of the $5.5 million prize is to VALUABLE concepts. encourage entrepreneurs and others to COMPONENTS Those teams are participating in the find innovative ways to capture 90 percent second round, which focuses on proofs Some of the materials that can be of the spent lithium-based batteries in the of concept. Those selected after this year- extracted from lithium ion batteries U.S. and recover 90 percent of the key long phase will design a real-world pilot Cobalt • Nickel • Manganese materials, such as cobalt and lithium, from of their technology in the third and final the collected batteries. phase, which will take 15 months. n EV CHARGING, UNPLUGGED BY MARCUS AMICK t was a rare opportunity, available to just a South Korea-based supplier of wireless I 200 BMW customers in California. In August, the German automaker said it would offer inductive charging pads to select lessees of its 530e plug-in hybrid, expanding to the U.S. a pilot program that Wireless charging via inductive pads could make EVs more appealing. charging systems, in a push to become a global supplier of wireless EV charging systems. WiTricity is behind a combination wireless charging system and automated valet park- ing system unveiled by Hyundai Motor Co. started in Germany in 2018. and Kia Motors Corp. in a video released in It’s one of many signs of a growing inter- January. The automakers plan to commer- est in the wireless technology, which could cialize the technology with the launch of a help drive wider adoption of electrified vehi- Level 4 autonomous vehicle around 2025. cles globally. Lexus highlighted its plans to produce Wireless vehicle charging is similar to electric vehicles with wireless charging wireless phone charging. To begin a ses- capabilities with the debut of its LF-30 con- sion, the vehicle is parked over a pad. cept at this year’s Tokyo Motor Show. WiTricity, a U.S.-based company that To date, the BMW wireless EV charging specializes in wireless power transfer over pilot project is the only one of its kind in the distances, has partnered with Green Power, U.S. n 6 shift • november 2019 TAKING SHAPE The 3 main types of lithium ion battery cells CYLINDRICAL PRISMATIC POUCH Cylindrical cells are a popular and less Prismatic cells, as described by NHTSA, Pouch cells are fundamentally prismatic expensive option for electric vehicles, are constructed in a wound or flat plate cells with flexible polymer coated alumi- largely because their construction was configuration. NHTSA writes: “Wound num packaging instead of a metal can, born out of the consumer battery space, prismatic cells are generally constructed NHTSA says. The individual layers are says Joe LoGrasso, a director of the U.S. by wrapping the layers around a bobbin stacked or folded, packed under vacuum Advanced Battery Consortium and senior or mandrel, similar to that of a cylindrical and held together by the pouch. Most manager of energy storage & high voltage cell. In a flat plate cell, discrete layers of the pouch designs use a gel electro- systems at FCA US. “It probably offers the are stacked side by side and pressed lyte technology, while typical lithium ion greatest ease in terms of capability,” says together or folded. Prismatic cells that cells used by manufacturers use liquid. A LoGrasso. “The negative is that it requires are designed for automotive applications pouch’s gel electrolyte has higher resis- a lot more interconnects and complexity in can have much larger capacities than tance but doesn’t have the risk of spilling terms of designs, but I think it can be made cylindrical cells.” that a liquid electrolyte does. to be manufactured competitively as well.” Photo: Bloomberg Photo: Bloomberg LOOP HOW TO PARTNER WITH SHIFT SIGN UP IN THE Interested in sponsoring a Shift event and Go to autonews.com/newsletters and sign issue? Partner with Automotive News to up to receive Shift as a digital edition and to bring together technology and transportation get the Shift Mobility Report newsletter. leaders who are shaping the future of mobility. We’ll work with you to determine the topic, DIGITAL EDITION select the event location and invite the target Access current SHIFT and past issues: audience. Opportunities for sponsorship Vol. 2, Issue 5 are limited. Contact Karen Rentschler at autonews.com/shift krentschler@autonews.com or 313-446-6058. 2020 ISSUES Feb. 24, April 27, June 29, Aug. 31, Oct. 26, Dec. 28 SHIFT: A PODCAST PRINT COPIES ABOUT MOBILITY Automotive News subscribers receive Shift Go to where you get your podcasts to hear HOW TO REACH US along with their weekly issue five times insights from top industry influencers. Email comments, questions and letters in 2019. Individual copies are available to Or, for information: to the editor to shift@crain.com, or call nonsubscribers for $4.50. Call 877-812-1584. autonews.com/shiftpodcast Editor Leslie J. Allen at 313-446-6088. november 2019 • shift 7 Breaking BEV Barriers with Chemistry It’s an understatement to say the last two years have been significant for the global Electric Vehicle market. Surpassing one million units for the first time in 2017, customer demand saw unprecedented growth as policy and regulation supported further investment in technology advancements throughout the automotive industry. Today, Deloitte estimates the cost of ownership of a Battery Electric Vehicle will be comparable to an internal combustion engine vehicle by 2022 – just a few short years away. In addition to cost, other areas traditionally considered ‘barriers’ to EV market advancement, are beginning to fade into the rearview mirror, including range, safety and lifetime performance, thanks to advanced technology innovations. Chemistry, in particular, is breaking down the last of these barriers by enabling cost- efficient assembly, operational performance and safety as well as lifetime protection of battery cells. Cost-efficient Assembly EV car production is projected to reach 35 million units by 2030, according to Deloitte. Large scale assemblies of hundreds and thousands of battery cells requires technologies that support high-volume manufacturing, without compromising performance. Henkel’s broad range of adhesive solutions meet that need. LOCTITE® AA 3525 cures on demand with UV light in less than 15 seconds, while TEROSON® MS 9396, formulated for cell-to-cell bonding and battery case sealing, is a one-component technology, removing the time, cost and labor involved in mixing. Structural Adhesives Liquid Gasketing Thermal Management Operational Performance and Safety Structural Adhesives Liquid Gasketing Thermal Management Protecting the battery pack is crucial Liquid gasketing helps protect the Material solutions such as gap fillers and to optimizing safety and performance. inner workings of the battery pack by gap pads help keep BEVs operating within Structural adhesives provide up to a 25 keeping environmental elements - such their ideal temperature range, between percent increase in energy absorption as salt, grease and oil - out. Applied approximately 15 degrees and 35 degrees compared to spot welds - increasing to the battery pack housing, liquid Celsius, by enabling an efficient transfer crashworthiness, while enabling bonding gasketing offers an automated, low-cost of heat to the cooling plates. of mixed metal materials. sealing solution coupled with long-term environmental resistance. Lifetime Protection and Serviceability The long-term cost of BEV ownership will become a more central point of consumer interest as other concerns, such as range and charging time, lessen. Key to this will be vehicle serviceability, as consumers will want reassurance their BEV can be maintained should the need arise. Cured-in-place gasketing effectively seals battery pack housing by dispensing on one half of an enclosure and curing before installation, while leaving the pack accessible to be reopened for repair. As we move further toward mass market adoption of electric vehicles, chemistry will remain an essential building block in meeting the varied needs of the manufacturing community. From increased efficiency at the assembly level through in-use performance and lifetime serviceability, material solutions offer the benefits needed to break down barriers and build the vehicle market of tomorrow. Click here for additional details. BEYOND LITHIUM ION SOLID-STATE BATTERIES SHOW PROMISE Experts seek magic formula for next generation of EV power BY RICHARD TRUETT Photo: Hans Greimel Toyota plans a big-time debut for solid-state batteries at the Tokyo Olympics next summer. A vehicle with solid-state batteries is expected to be driven in either the games’ opening or closing ceremonies. hen the gull-wing doors road by the mid-2020s. he said, expects solid-state batteries to W raised on the swoopy Lexus LF-30 Electrified concept car during its Tokyo Motor Show debut late last month, two words in bright blue letters could be seen on the These batteries use solid materials not only for the electrodes, but also for the electrolyte, normally a liquid or gel. According to news reports, Shigeki Terashi, chief technology officer, told begin mass production around 2025. In the race to replace lithium ion in the next generation of electric car batteries, solid-state technology is gaining a lot of traction, not only at Toyota Motor Corp., car’s threshold: “Solid State.” reporters before the Tokyo show that but also with many other major automak- It was further evidence that Toyota is next year, Toyota will debut at the Tokyo ers and battery suppliers, such as Japan’s on track to keep a promise it made in Olympics a people-mover concept vehicle Panasonic Corp. and South Korea’s LG 2017 to have solid-state batteries on the powered by solid-state batteries. Toyota, Chem. Solid state just may have the 10 shift • november 2019 BATTERY BASICS Anode: A positively charged electrode magic formula that enables an almost decent amount of power. They may work Cathode: A negatively charged for things like iPhones initially, but there seamless transition from internal-combus- electrode are some big questions before tion engines to electric motors. Cell: An individual battery that is Researchers know that to essen- + The next they are used in larger-scale sys- part of a pack tially replace gasoline the future big thing? tems,” he said. Page 12 electric car battery — regardless General Motors is one of the Dendrite: A growth inside a of its chemistry — must: U.S. companies working on solid lithium battery, sort of like a state. During a Shift conference on batter- whisker, that can cause short • Have immense power and density ies last month at Lawrence Technological circuits. The growths can poke • Be capable of ultrafast recharging University in suburban Detroit, Tim Grewe, through a battery’s separator and • Dramatically reduce the danger director of GM’s global electrification and cause the battery to fail. of fires battery systems, said GM is bullish on sol- Electrolyte: The medium inside • Last the life of the vehicle id-state batteries. a battery that enables ions to flow • Cost far less than lithium ion does “Solid state for me comes in two cate- between the positive and negative today gories — electrolyte and anode. Both of electrodes. The electrolyte can be • Affordably scale up to high-volume them haven’t earned their way in yet,” liquid, solid or gel. production. Grewe said during a panel discussion, Electrode: Transports electrons “Certainly, the game has changed now,” “but we are very encouraged with them, from one side of the battery to Joe LoGrasso, a director at the United to say they offer better range and less another to produce electrical current States Advanced Battery Consortium, told mass. They look very promising, and we Shift. “The Koreans and Japanese have a are developing those as fast we can.” Energy density: The amount lot of development that looks promising. But GM, Toyota, Honda Motor Co., other of energy a battery can store in It’s now a global race to get to the best automakers and battery suppliers are also relation to its size or mass. Density solution.” working on improving lithium ion batteries. determines the distance an electric Solid-state batteries appear to have the And while solid-state batteries have great car can travel between charges. best potential to meet most of the objec- potential, Whittingham says there is still Lithium: A highly reactive metal tives for a next-generation battery, experts plenty of efficiency left to be gained by inside the battery. Lithium ions say. More lab work tweaking the chemistry improving the chemistry of lithium ion bat- move from the negative electrode and more real-world testing will determine teries. “Right now, we only get 25 percent to the positive electrode and back whether they really do have the right stuff. of theoretical capacity of them, so that’s again. In an interview with Bloomberg pub- 75 percent that’s dead volume or dead Pack: A group of individual batteries lished last month, M. weight,” Whittingham connected in series. A Tesla Model Stanley Whittingham, told Bloomberg. “It’s S with an 85-kilowatt-hour battery one of the three men the top folks in the pack has 7,104 individual cells. awarded this year’s world working on that Nobel Prize in chem- project.” Power density: The amount of LoGrasso said: “As istry for their work on power a battery can store in relation we look at the next lithium ion, acknowl- to its size. A battery with high generation of lithium edged the potential of power density enables a vehicle to ion batteries, they are solid-state batteries but accelerate very quickly but does not going to include more said he expects lithium help it go farther between charges. ion to remain dominant Solid-state batteries, such as this nickel content in the one from Toyota, use solid electrolyte Thermal runaway: When a cell in a for at least the next positive electrode. rather than a liquid or gel. battery pack overheats and causes decade. We’ll start adding other cells to overheat beyond “Toyota Motor Corp. and a whole host more silicon to deal with fast-charging the ability of the vehicle’s cooling of American companies are working on in the negative electrode. There is a lot system, possibly leading to a fire. solid-state batteries, though it’s not clear of research going on into less flammable how much those will cost to manufacture, electrolytes to try to deal with the flam- and it’s not clear yet whether you’ll get a mability threat.” n november 2019 • shift 11 ON THE HORIZON Four technologies that could take the world beyond lithium ion BY RICHARD TRUETT Here’s a look at four possible future batteries/energy storage technologies undergoing testing and development. WHO’S POSITIVES NEGATIVES THE BUZZ WORKING ON IT Fast charging times; Currently too Toyota, BMW, Solid state batteries have the safer due to lower expensive to Volkswagen, Honda, highest potential for packing a lot of heat generation and no manufacture; Hyundai, Ford, GM, all energy, says Ilias Belharouak, group liquid electrolytes; long greater risk of major battery suppliers leader for battery and fuel cells SOLID life, potential for lower internal short manufacturing at Oakridge National STATE manufacturing costs circuits caused by Laboratory. He tells Shift that solid dendrites; internal state batteries have the potential to resistance nearly double the 250 kWh capacity of today’s best lithium ion batteries. Considerably greater Combustibility; Stanford University, One of a number of lithium-based energy density than quick degradation, U.S. Department of chemistries that show good lithium ion; significant manufacturing Energy’s SLAC National potential in the lab and whose LITHIUM weight reduction from complexity Accelerator Laboratory; performance in vehicles is METAL lithium anode replacing University of California not yet known graphite anode San Diego; various other universities, laboratories and start-up companies High energy density – as Fluoride is a Honda, researchers at Lithium ion made the leap much as 10 times that corrosive liquid; Caltech, NASA’s Jet from consumer electronics to of lithium ion – would cathodes are Propulsion Laboratory; automobiles, so, too, could enable long driving range extremely various universities, fluoride batteries. between recharges; complex laboratories and room temperature compared with start-up companies FLUORIDE operation means the those in lithium ION batteries can operate ion batteries; without expensive unknowns and complex thermal include volume management systems; manufacturing, more environmentally long-term friendly to produce than durability and lithium ion safety in crashes Ultra-fast charging; Lacks energy Lamborghini, The Lamborghini Terzo Millenio lightweight, can be density; loses Massachusetts Institute electric supercar concept envisions GRAPHENE incorporated into a power when of Technology; various graphene materials embedded in SUPER- vehicle’s body structure not in use, universities, laboratories the vehicle’s carbon fiber bodywork CAPACITOR manufacturing and start-up companies to store electricity, some of which is complex would be generated by kinetic energy. 12 shift • november 2019 QA WITH MICHAEL GORIN National Fire Protection Association manager explains how EVs pose risk to first responders atteries have presented compli- reality. You’re not going to find a firefighter has cooling characteristics, and that’s B cations for first responders to car crashes since plug-in hybrids and electric vehicles arrived on public roads. Michael Gorin, 35, emerging issues who says, “I can tell that’s a Ford hybrid.” That’s a big challenge, especially with hybrid versions of traditional vehicles. So identification is a huge piece of this. The other theme right now is bigger what you want with a lithium ion fire. Copious amounts of water. Q: AS AUTOMAKERS EXPERIMENT WITH BATTERIES program manager at the National Fire batteries that are giving more range. They THAT ARE NOT LITHIUM Protection Association, has helped the meet consumer needs, but in doing so, ION, DOES THAT PRESENT organization craft guidance for first the battery packs are increasing from four ADDITIONAL COMPLICATIONS ? responders since 2010. With the introduc- to five times the energy density they had DO THEY HAVE TO BE HANDLED tion of new EV models and bigger batter- a decade ago. DIFFERENTLY? ies, that guidance continues to evolve. A: There are different chemistries and He spoke with Deputy Mobility Editor Q: THERE HAVE BEEN A FEW makeups, and to some degree, different Pete Bigelow about the key issues first INSTANCES WHERE A BATTERY reactions to failure and different ways responders face when handling these FIRE WAS EXTINGUISHED AT they fail. But generally speaking, the cars. Here are edited excerpts. THE SCENE, ONLY TO REIGNITE tactics are pretty much the same, unless DAYS LATER. HOW DO YOU they’re working with something really Q: NINE YEARS INTO DEALING ADDRESS THAT? groundbreaking. But right now, that’s the WITH THESE ISSUES, WHAT A: We’ve worked with NHTSA to develop predominant chemistry, and they have ARE THE BIGGEST HURDLES ? some guidance specific to that, and it’s the same general characteristics. A: One is just the identification of a hybrid a recommendation that we make sure or electric vehicle. It sounds simple. But these vehicles are placed outdoors. You Q: YOU STARTED LOOKING AT the odds you come up on a crash scene never want to bring them to an indoor EVs 10 YEARS AGO. WHAT’S ON and say, “That’s a hybrid or EV” is not facility. You want to keep them at least 50 YOUR HORIZON FOR A DECADE yards away from any structure because FROM NOW? of that possibility it could reignite. A: Autonomous vehicles are definitely something we’re looking at. There have Q: YOU RECOMMEND WATER been some instances of first responders INSTEAD OF A FOAM TO HELP being struck by AVs or vehicles with auto- EXTINGUISH FIRES. WHY? mated features, so that’s an immediate A: The main reason is it’s the most readily thing we’re looking at. available fluid or extinguishing agent that And we’re exploring [electric vertical fire departments have. For that reason, takeoff and landing aircraft]. We haven’t it’s our recommendation. There are some seen schematics of a system that will fly, other solutions that can fight these battery but we want to know how this will impact fires, and we’re not against them. It’s more existing structures that might be retrofit- that for some volunteer fire department in ted as heliports. Or if they build a heliport, some community out in Iowa, we know what are the fire safety requirements? they’ll have water. Another aspect: Water We’re just starting to look at that. ■ november 2019 • shift 13 Workers at GM’s Global Battery Systems Lab set up a chiller test, left, and a shaker table test. A PEEK INSIDE How General Motors puts batteries through their paces BY DALE BUSS eneral Motors’ Global Battery will have 16 more — at a cost of more affect battery systems over time. An G Systems Lab is an outwardly nondescript precinct within the company’s square-mile techni- cal center in Warren, Mich., tucked into the Estes Engineering Center. But the than a half-million dollars each, includ- ing infrastructure — to conduct tests on batteries. With the rest of the lab battery cyclers, they will use more juice at times than it takes to power all the households $8.5-million shaker soon will be installed, meant to handle the larger battery packs in future EVs. GM says it has the largest battery-test- ing lab of any automaker globally. Nearly lab is squarely on the front lines of GM’s in Warren, a Detroit suburb of more than all such testing now can be done under electric-car revolution. 135,000 people. this single roof, reducing cost and devel- Even after entering the Walmart-size “We’re trying to wear out the batter- opment time. facility, which has been expanded sev- ies, which are going to have to take ham- eral times to 100,000 square feet over mering on the accelerator, or maybe haul- DURABILITY AND SAFETY a decade of existence, its purpose isn’t ing a load up Pikes Peak,” said Douglas The lab’s crucial overall goal is to ensure immediately apparent. A casual observer Drauch, the lab’s lead engineer. not only performance but also durabil- might think the rows of huge metal Other cabinets are environmental ity and safety of GM’s battery systems, boxes could be baking Twinkies or mixing chambers that mimic climate and weather because the company is promising that pharmaceuticals. extremes. “We can set things up for des- its battery systems will last for the life of Instead, inside these stout cabinets, erts, rain forests or Nome, Alaska,” Drauch its new EVs and hybrids. extreme energies are clashing, and atom- said. “We can set temperatures for as low The automaker says it invested $28 ic-level violence is escalating as GM tests as minus 90 degrees Fahrenheit, which million in the lab last year for new test the capabilities and safety of battery cells you actually find only in some town in chambers and advanced equipment to and packs for its all-electric vehicles and Siberia.” “help us accelerate our next-generation hybrids, and those of its competitors. And in one room, a giant, $2 million battery architecture.” The lab has three new 600 kilowatt “shaker” simulates how rough-and-tum- The lab takes the results of mathemat- battery cyclers, for instance, and soon ble journeys on various surfaces will ical simulations and compares them with 14 shift • november 2019 The Chevy Bolt EV uses 288 lithium ion cells. THE LAB physical testing of battery cells, packs temperature differences, some dynamic turns into electrical energy, and the pack and systems for performance in con- impedance” and so on. has to be able to surge and suck it up. ditions such as extreme vibration, wild Particulars of powertrain performance So we practice it at the pack level in the temperature ranges, human abuse, weird must be tested. Cold starts are an obvi- lab to make sure we don’t miss it in a driving situations — and accidents. ous one. “Drivers think they’ll always designer simulation. The worst thing in “Basically, the lab is there to confirm have enough power available to start the world would be to break a half-shaft the models produced by simulation,” their car,” Drauch said. “But chemical in development.” said Tim Grewe, GM’s head of global reactions in batteries slow down in the Other key tasks in the lab are to simu- electrification and battery systems. “It’s cold, so we need to manage thermally late the effects of time on battery durabil- impossible to test every situation under what’s going on.” ity and safety and to conduct “competi- every scenario the way that people will tive analysis” of rivals’ batteries. use these cars.” PACK PRACTICE The lab also is trying to optimize recy- A major emphasis is determining how The lab also has to figure out how GM cling of battery systems once their days performance and safety parameters battery systems handle, for instance, the powering vehicles are numbered. “We change when putting cells into packs, dynamics of a tire instantly regaining trac- want to get all the usable value out and packs into vehicles — such as in the tion on dry pavement after spinning on of them before recycling,” said Peter Chevrolet Bolt, which contains 288 cells. ice. With a conventional automatic trans- Karlson, battery-lifecycle manager. “There are going to be nuances in perfor- mission, the clutch would slip and absorb It’s not too much of a stretch to mance when you use that many cells in the energy. compare GM’s work in its battery lab series and parallels,” Grewe said. “But in an electric car, there is no to fail-proofing a space flight. “It’s an “When you test an individual cell,” he clutch, and it’s a vicious transience, so Apollo-level challenge,” Grewe says. said, “there’s a certain assumption about all that energy will translate immedi- “We actually call some of these projects its environment. But when you put that ately into the battery pack,” Grewe said. moon shots. We just have to avoid the into a battery pack there will be some “The wheel inertia plus the motor inertia fate of Apollo 13.” n november 2019 • shift 15 DID YOU KNOW? TAKING CHARGE A look at how lithium ion batteries work BY LESLIE J. ALLEN Lithium is a highly reactive metal with a single electron. When the battery is charging, electrons in the cathode begin moving toward the anode through an external circuit. Minus their electrons, the lithium atoms are positively charged lithium ions. These ions travel through the electrolyte to the anode. Once the anode is full, the battery is completely charged. As the battery discharges, the lithium ions travel back into the cathode through the electrolyte and the electrons travel back toward the cathode through the external circuit, producing electricity to power the vehicle. positive current collector cathode Receives electrons from Stores lithium and releases the external circuit during lithium ions when the discharging of the battery battery is charging from the negative current collector 16 shift • november 2019 lithium ions electrons external circuit negative current collector Receives electrons from the external circuit during charging of the battery from the positive current collector electrolyte A liquid or gel that acts as a transporter of lithium ions separator anode Allows for lithium ions to flow Stores lithium and freely from the anode to the releases lithium ions when cathode and vice versa. It also the battery is discharging prohibits the flow of electrons inside the battery structure Source: www.energy.gov november 2019 • shift 17 WHEN EVs CRASH First responders in a race to save lives — and get critical information BY JACK KEEBLER Firefighters use a Chevy Volt in an emergency training exercise. ny automobile crash is a com- Before they can safely resolve accidents, have and propagate it to first responders A plicated scenario. Sorting it out involves looking at speed, direc- tion, vehicles involved, time of day, topography, traffic density, number of victims and severity of injuries. they have to find specific information about the electrified vehicle involved. Automakers, SAE International, the National Fire Protection Association and government agencies such as the and even the general public,” said Anna Stefanopoulou, Energy Institute director at the University of Michigan, speaking at Shift’s “Designing for Safety at the Dawn of the EV Age” conference at Lawrence But now, fire departments are con- Department of Energy and the Federal Technological University in Southfield, fronting a new wrinkle: More than a mil- Emergency Management Agency are step- Mich., last month. lion electrified vehicles, including pure ping into this EV education void. They’re electric cars and plug-in hybrids, are on producing field guides, training manuals and THE SAME BUT DIFFERENT U.S. roads. videos that highlight EV-specific concerns. There are many similarities in the equip- Particularly in environmentally green Shift spoke with supplier and automaker ment, tools and practices used for but traffic-congested frontiers such as experts, viewed crash-scene videos and crashes involving internal combustion California, responders are increasingly read field guides to better understand EV engine vehicles and EVs. But with electri- coming across unique EV-crash issues. At crashes and fires. fied vehicles, responders may encounter the scene, frontline safety specialists have “We need to do a lot more education high-torque motors that are nearly silent, to go beyond their traditional protocols: and take some of this knowledge we even when energized; 400- to 800-volt 18 shift • november 2019 © 2019 NF “ One of PA reproduc the biggest ed with perm challenges is protecting people ission. ww from harm as w.nfpa.org EV batteries incorporate higher voltages and even more power. ” Eric Varton, chief engineer for advanced development core engineering at Yazaki North America batteries; high-powered capacitors and guide. Because EVs have unique safety high-voltage electronics and cables. systems, brand- and even model-specific Experts say the danger level is about technology and fast-evolving electronics the same at an EV crash as at a crash and battery tech, it’s critical to recog- involving gasoline or diesel-powered nize the vehicle type and implement any vehicles. But EV-specific checks are unique shutdown procedures. being introduced to reduce hazards such HIGH VOLTAGE COMPONENTS as electrocution, electrical burns and fires Step 2: Immobilizing/isolating power HIGH VOLTAGE COMPONENTS that can break out even hours or days Is the vehicle really off? Electric vehi- after the crash. There may also be unique cles are silent — until they start moving. challenges involving victim extraction, Responders locate the key fob, check the the handoff to second responders and dash display and determine if power is off. vehicle removal and storage. They chock the wheels. Consulting the 1. 2. 3. A/C Compressor Cabin Heater High Voltage Battery FULLY OR 4. High Voltage Battery Service Panel PARTIALLY SUBMERGE “One of the biggest challenges is pro- field guide, they determine if and where 5. Rear Drive Unit D VEHICLES 6. High Voltage Cabling FULLY OR 7. Charge Port PART IALL Treat a subme Y SUBMERG rged Mode ED VEHICLE is in water. However, l 3 like any S handle other subme continue with rged vehicl normal high any submerged vehicl 6 tecting people from harm as EV batter- the automaker has incorporated an auto- e. The voltage disabl e while wearin body of Model 3 ing. g the appro does not presen priate PPE. t Remove the a greater risk of shock vehicle from because it the water and ies incorporate higher voltages and even matic or manual shutdown switch or if more power,” observed Eric Varton, chief there is a cut-loop (see story, Page 23) to engineer for advanced development core isolate battery power from cables, motors Warning: PUSHING Handling a ON THE FLOO submerged vehicle witho ut appropriate PPE can result in serious injury or death The high voltag R PAN . engineering at Yazaki North America, and control electronics. Also, if the vehicle voltage batter e battery is locate y or dama ge the high d below the floor voltage cables pan. Never push on , which can the floor pan cause seriou s injury or inside Mode death. l 3. Doing so can breac h the high during his Shift conference presentation. has a 12-volt battery, experts recommend disconnecting the negative cable. 22 7 STEPS Here are seven unique steps for EVs. Step 3: Carefully extracting the injured Step 1: Identifying the vehicle Again, responders consult their field The first step in avoiding problems after guides to determine “no cut” areas in the an EV crash is identifying the brand and vehicle’s body (where batteries, cabling Emergency field guides from the National model. This is generally done by reading Fire Protection Association, top, GM badging and referring to a detailed field see CRASH, p. 22 and Tesla november 2019 • shift 19 Hybrid Structural Solutions for Lightweighting and Increased Crash Performance Material and technology advancements have paved the way for rapid advancement of lightweight substrates in today’s vehicles. The use of adhesives, in particular, enables alternate materials, such as aluminum, composites, plastics, magnesium and high-strength steel to be joined together, while maintaining or improving strength and performance. Lose the Weight, Keep the Strength As we move toward the future, the transition to Battery Electric Vehicles means new challenges related to lightweighting. Most notably, lithium-ion batteries may account for 600 to 800 kilograms of weight, depending on car size and targeted reach. safety 2 In 2018, Henkel partnered with RLE International, one of the world’s leading development, technology and consultation service providers to the engineering industry at-large, to study the impact of replacing conventional, all-metal components with hybrid designs using high-performance structural foam. Enabling weight reduction, without sacrificing strength. Study Results Crash Simulation Examples A joint study shows 40 kg of weight per car can be saved, while meeting or exceeding crash IIHS Small Overlap standards, through the use of hybrid structural Reduced thickness of the front parts. The make up of the inserts includes: bumper bar and inner sill (rocker) with no intrusion into the battery • Fiber-reinforced frame or carrier, cells and a front wall intrusion of injection molded in 30 percent glass-filled less than 150mm. polyamide resin. • Structural foam which expands in the e-coat oven and creates a stiff connection between the hybrid structure and other parts of the IIHS Roof Crush body-in-white. Weight savings through downgauging the A-/B pillar reinforcements while exceeding a targeted crush performance strength-to-weight ratio of greater than four. Click here for additional details. Keeping Temperature in Check with Thermal Interface Materials for the BEV Market Lithium-ion batteries are like people in that if we get too hot or too cold, we don’t function at our best. BEV performance is optimized when components run in a narrow temperature range between approximately 15 and 35 degrees Celsius. Chemistry plays a key role in keeping heat in check through thermal interface materials that reduce the change for ‘thermal runaway’ - which can short circuit battery cells. What is a thermal interface material? A thermal interface material (TIM) is any material inserted between two components to enhance thermal coupling between them. In Battery Electric Vehicles, TIM is used to dissipate heat to the cooling plate, while offering additional benefits, including: • Relieves stress from thermal cycling • Increases electrical insulation • Reduces gaps • Improves long-term stability and operating conditions of the battery Gap filler application on a lithium-ion battery pack Options for different needs Two key TIM options for battery electric vehicles include thermal gap pads and thermal gap fillers. Gap pads Exceptional conformability and useful when dealing with uneven surfaces, air gaps and rough surface textures. Gap fillers Dispensed in a liquid state, creating virtually no stress on components, while conforming to the most intricate topographies and multilevel surfaces - filling the smallest gaps and air voids. Lab technicians from Bergquist, a Henkel company, review gap filler applied on an electronics component. Click here for additional details. Cooling an 800-volt battery requires lots of water, possibly 500 to 8,000 gallons. In 2019, the Audi e-tron became the first battery- electric vehicle to earn IIHS’ Top Safety Pick+ award. CRASH continued from p. 19 Step 5: Determining whether the battery venting hot vapor? Responders may need is damaged self-contained breathing apparatus. They or airbag-inflation cylinders reside) and Responders start with a visual examination. must not cut or crush the battery. This could where tough, high-strength steel loops Has the battery case been punctured or cause a thermal runaway, where short-cir- are in the doors and roof. And obviously, crushed? Has it been immersed in a body cuited cells heat adjacent cells in the bat- they use all the standard safety protocols of water? Has it been exposed to a fuel tery pack. The battery must be at ambient for passenger extraction. fire? Is the battery hot? Can they hear it temperature for at least 45 minutes before popping? Finally, they tip the vehicle onto releasing the vehicle for transport. Step 4: Locating the battery its side and check the battery with a ther- Hybrid-vehicle batteries are smaller than mal imaging camera, looking for hot spots. Step 7: Storing the damaged vehicle those in pure electrics and are located Experts recommend that vehicles that differently. Hybrids sometimes have bat- Step 6: Cooling the battery have been submerged, burnt or severely teries behind or under seats, in the trunk Cooling an 800-volt battery requires lots crashed be stored at least 50 feet from or in central floor tunnels. Pure electrics of water, possibly 500 to 8,000 gallons. any structures or other vehicles, in case generally have huge underfloor batteries Responders should secure a large supply of a battery fire propagating, even hours to ensure 200 or more miles of range. of water early in an EV event. Is the battery after cooling. ■ 22 shift • november 2019 BLAST OFF EXPLOSIVE NEW WAYS TO PROTECT EV CRASH VICTIMS, RESPONDERS When electric vehicles crash, one safety issues specific to big battery of the biggest dangers, aside power. from the impact itself, is the If the power is still on and possibility of electric shock the vehicle is energized, there from high-voltage components. are dangers from unexpected But two explosive technology vehicle movement or electric developments can help improve EV shock and fire from crushed crash safety. batteries or severed high-voltage They’re similar in function but slightly cables. different in design. In an accident, each can Traditionally, electric vehicles have had either automatically deactivate the high-energy power circuit manual under-hood shut-off switches or shut-down cable from the battery in less than a millisecond. loops that must be cut in order to properly de-energize One, by Bosch Group, is the vehicle. Only then called a pyrofuse. can emergency personnel The other, by Autoliv, attempt to remove injured is described as a passengers. “pyrotechnical safety But those scenarios — switch.” identifying the vehicle while At impact, when airbags referencing an illustrated fire, a microchip in the field guide to find brand- electronic control unit or model-specific manual triggers a small charge switches or shut-down within the devices. In the loops — delay treatment of Bosch pyrofuse, a section injured occupants and put of high-voltage cable is unwary good Samaritans at severed. In the Autoliv significant risk of injury. switch, a copper bus bar is If it seems slightly broken. counterintuitive to use even New versions of electric a miniature explosive to vehicles have 400- to 800- improve safety, this is not an volt batteries, enabling entirely new idea. Indeed, quicker charging, more technically, the airbag is efficient regenerative a pyrotechnic device, and braking and ranges of many makers, including 300 miles or more. But GM and Mercedes, have when these vehicles have even used pyrotechnically accidents, first responders activated pop-up roll bars on generally must move their convertibles. cautiously because of the — Jack Keebler Bosch semiconductors, originally developed to trigger the release of airbags, now help prevent the risk of electric shock by deactivating a vehicle’s power circuits in a split second. november 2019 • shift 23 FIRE DRILL Many lessons learned — and some still underway — on battery safety BY PETE BIGELOW henever it comes, an influx of millions of electric the potential for fire hazards to develop, sometimes weeks W vehicles on the nation’s roads will bring with it new safety challenges. Battery behavior remains a vexing subject, one that mechanics and first responders to collisions will need to be well versed in. But the industry need not wait until the electric after crashes, with little to no warning. REAL-TIME MONITORING Monitoring drivers for fatigue and distraction has been an important component of driver-assistance features. But now there may be future arrives to make such preparations. more attention turning to battery-monitoring. Lessons learned about battery safety Years after those Chevy Volt fires, keep- proliferate. Here’s a quick rundown of some past and present safety challenges related to batteries and how they’ve been handled. “ I would not say an EV fire is any more challenging ing an eye on individual cells could help avoid such thermal-runaway instances, which occur with little or no warning. “That’s the issue; we need to monitor them,” says Anna Stefanopoulou, director CATCHING FIRE, of the Energy Institute at the University of THEN ATTENTION or dangerous Michigan. “We need to monitor cell activity It was the fire that awakened the industry and interrogate them to know how they’re and federal safety regulators. Three weeks than a fire in a car doing and what they’re doing.” after a government crash test in May 2011, a fire started in the lithium ion battery of a with an internal- 787 DREAMLINER GROUNDED The potential concerns of lithium ion batter- Chevy Volt. A subsequent investigation revealed the combustion ies aboard aircraft became all too real when a short circuit in a battery aboard a Japan battery compartment had been penetrated, and the battery’s liquid cooling system engine. It’s a Airlines flight in 2013 resulted in a thermal runaway that began in one of the battery’s ruptured. Starting the next year, General Motors made structural changes to better different set of eight cells and spread to the adjacent cells. The incident led to a temporary grounding protect the Volt’s battery packs. But at the onset of an era of plug-in hybrid and battery-electric offerings, NHTSA wanted to know more. In the months that followed, the agency crash-tested four more Volts and conducted impact tests on tactics. ” Michael Gorin, emerging issues program manager at the National Fire Prevention Association of the fledgling 787 Dreamliner fleet. A subsequent investigation conducted by the National Transportation Safety Board found that shortcomings in both design and certification processes led to the fire. six Volt battery packs. Three separate tests Boeing had ruled out the possibility of cell- resulted in a “sustained fire,” per a report. to-cell propagation during development, and as a result, “ther- Though the agency cautioned that the conditions that caused mal runaway was not thoroughly scrutinized by Boeing and FAA the initial fire were never replicated, the testing results showed engineers,” an NTSB report found. 24 shift • november 2019 Chevy Volt battery damaged in a 2011 fire that erupted three weeks after a crash test Among the 15 safety recommendations the independent agency sent to the Federal Aviation Administration, Boeing and battery supplier GS Yuasa: Require manufacturers to demon- strate acceptable performance as part of the certification for any aircraft that incorporates permanent lithium ion batteries. EXPERIENCE COUNTS FOR SOMETHING EVs might necessitate a shift in the way firefighters battle cer- tain car fires. But Michael Gorin, emerging issues program man- ager at the National Fire Prevention Association, emphasizes they’re not creating new risk.“I would not say an EV fire is any more challenging or dangerous than a fire in a car with an inter- nal-combustion engine,” he said. “It’s a different set of tactics.” Photo: Bloomberg First responders have plenty of experience with vehicle fires, Damaged battery case from a Boeing 787 Dreamliner which number an estimated 171,500 every year on U.S. roads, according to the National Fire Data Center, a division of the Federal Emergency Management Administration. About one in eight fires that fire departments respond to is a highway vehi- cle fire, the agency says. That doesn’t include fire department responses to collisions. TO BE CONTINUED The next chapter in battery safety may be written by NHTSA. Last month, the federal agency began a probe of an “alarming number of car fires that have occurred worldwide” in Tesla Model S and Model X vehicles. Investigators zeroed in on software updates to the battery management systems. They’ve asked Tesla to provide responses related to updates and their impact on charging rates, charging capacity and thermal management during and after charging. Photo: Tesla via NTSB Tesla’s ability to make software tweaks to batteries and other vehicle systems via over-the-air updates remains unmatched in the Battery case from a Tesla Model S after a noncrash-related industry. NHTSA’s investigation seems to ask whether such soft- fire in West Hollywood, Calif., in 2018 ware versatility creates unintended battery-related consequences. Responses from Tesla are due at the end of November. ■ november 2019 • shift 25 HOT TOPIC Thermal management in EVs key to optimal battery performance BY ALEXA ST. JOHN s more players enter the electric vehicle market, auto- “Your gas tank doesn’t get hot when you’re filling it. Your A makers need something to help them stand out from the competition. For many, the answer is vehicles with longer driving ranges, greater power output and faster recharge times. Pushing batteries further and further has conse- gas tank doesn’t get hot when you’re draining it, when you’re running the car. So EV batteries, lithium ion batteries, are kind of special ‘gas tanks’ because if you fill them, if you charge them, they get hot, and the faster you charge them, the hotter they get,” Misra said at an October Shift conference quences, however. One of them is excess heat in Detroit. generation. “We’re talking about an explosive system Thermal management has become a hot with very tight temperature limits, all topic for automakers and suppliers. That’s packed tightly in a vehicle, and you’re because optimal battery performance sitting in it, so it’s a challenge.” depends on keeping the battery pack Which cooling method is best from getting too warm — or too cold. depends on the automaker and “We’re trying to keep the battery the vehicle architecture. Options temperature ... at about human include air cooling, direct or indi- [comfort] level,” said Dana Nicgorski, rect liquid cooling, refrigerants or Bosch system engineering lead for even “phase change materials,” thermal management of electric which absorb and release heat by vehicles. “Batteries are happy at basi- melting and resolidifying. cally human temperatures.” “In the next several years, we Batteries heat up during driving, The Audi e-tron uses a liquid really think that liquid cooling — basi- when the electricity is flowing out, and cooling system. cally your glycol-water-mix cooling plate during charging, especially fast-charging, — I think that’s going to be the predomi- when power is flowing in. Ambient conditions nate way to cool it,” Misra said. around the pack can also heat the battery. “Over time, at high temperatures, you lose capacity, you lose MANAGING HEAT reliability, and if you have a thermal runaway, you can actually Driving range is to a great extent based on the energy density have fire,” said Sanjay Misra, senior scientific principal at Henkel, of the pack. But you need to be able to pull the heat out as fast a provider of thermal interface materials. as energy is put in. Without adequate thermal management, 26 shift • november 2019 “ In the next several years, we really think that liquid cooling — basically your glycol-water-mix cooling plate — I think that’s going to be the predominate way to cool it. Sanjay Misra, senior scientific principal at Henkel ” From top: Donaldson’s dual-stage battery vent family; Gore’s low-pressure vent; NeoGraf’s heat-spreading material fast-charging can cause batteries Some suppliers are examining to get so hot that the cells get alternate battery-pack materials. damaged. NeoGraf Solutions recom- “People expect their vehicles mends using heat spreaders that to regain range relatively quickly,” are made of graphite, rather than Nicgorski said. “Fast-charge is lim- aluminum, to cool the cells more ited partially by how well we can quickly. thermally manage the battery.” “Going to graphite, you can If the cells heat up too much, they can initiate help battery-pack manufacturers meet their goals: the same reaction in adjacent cells, causing a their fast-charge goal, their cell lifetime goal, domino effect, or “propagation” reaction. their miles-per-charge goal and whatever That’s thermal runaway. safety anti-propagation goal they have,” Some suppliers are looking at vent- said applications engineering manager ing as an answer. Bret Trimmer. Gore Automotive Products created For all of these solutions, thermal a low-pressure evacuation vent for bat- management comes down to improving tery packs, which uses a flexible, water- EV safety, range and the driver experience. proof membrane that expands and releases “The message is to implement the thermal extra pressure that occurs from overheating. systems which enable the fast-charge that the users Donaldson Co.’s dual-stage battery vent first equalizes pres- expect for the vehicle to meet their needs,” Nicgorski said. sure while preventing contaminants from entering the battery, But Denise Gray, CEO of LG Chem Michigan Inc. Tech Center, then expels heat and gas from inside the battery cell quickly and cautions that the industry is still in the early stages of solving the in a controlled direction. thermal management problem. “I still want to push for more innovation in that area,” Gray said DIFFERENT APPROACHES at the Shift event. DuPont’s approach to thermal management includes cell-to-cell She said that includes looking at the issue from a cell chem- insulation separators, preventing propagation of heat from the istry perspective. “What are the chemistry tricks we can do to initial cell to the neighbor cell, and lightweight, thermal insulating make it more thermally resistant, if you will? ... I’m looking for flame barriers. that next, next technology.” n november 2019 • shift 27 PLUG DRUDGE Charge providers want to make juicing up an EV faster, more pleasant BY JACK KEEBLER harging an electric vehicle can take several hours, Other large charging networks include EVgo and ChargePoint. C depending on the charger, level of discharge, battery size and the vehicle’s capability to accept a jolt of 240- or 480-volt DC juice. But charging is as dull as watching paint dry. So if your EV needs a charge while you’re driving across town or across coun- “The charging site should be easy to see and should be posi- tioned close to the entrance to the retail amenities, whether it’s a shopping mall, a grocery store, a restaurant or the National Corvette Museum,” says Wayne Killen, director of infrastructure planning and business development at Electrify America. “It’s try, what can you do instead of staring at the state-of-charge easy to get inside, as opposed to around the back of the parking display? How about shopping, seeing a movie, catching a meal lot or around on the side in a place where you don’t think it’s a or hitting the Internet? premium experience.” Charge providers are crafting shorter and more pleasant expe- Killen points out that with apps from carmakers, such as riences. That starts with strategically placing powerful chargers, FordPass, and charge providers, owners can check charge-sta- from 50 to 350 kilowatt-hours, at locations that are well lit and tion availability, pay digitally and roam a shopping center while feel safe, such as retail busi- keeping up on charging prog- nesses that are open 24/7, ress and finish time. restaurants, hotels and enter- Charging speed is getting tainment venues — places better. Killen says charges with Wi-Fi and clean bath- take 30 to 90 minutes or rooms and where you can get even less. For example, waited on while you wait. the Porsche Taycan EV can Automakers are investing accept a 270-kWh charge at billions to meet emissions a 350-kWh Electrify America requirements and create station, going from 5 percent multisegment EV portfolios. to 80 percent charged in a Buyers want greater range, bit more than 22 minutes. better affordability and more Barely enough time to stroll charge points. Focus groups away for a leisurely cup of confirm that easier, quicker coffee, sip some soup or charging positively affects pick out some cool socks. EV-purchase consideration. Each Electrify America Electrify America, a sub- facility has four to 12 sidiary of VW Group of charging stations. Chances America, is managing the are there won’t be a line for a company’s investments in quick-charge spot. EV education and in grow- Killen says choosing char- ing the nation’s charging ger locations also depended infrastructure. It was established as part of the settlement on convenience to major highways, visibility, security and even with the EPA and the California Air Resources Board for VW’s how environmentally friendly the local utility was in terms of excess diesel emissions. Its management expects that by power generation. December 2021, the company will install or have under devel- Even considering emissions from power plants, driving an EV opment about 800 stations with a total of 3,500 chargers in is equivalent to cruising in a 51-mpg internal combustion engine its network. vehicle. Green, clean — and getting more convenient. n 28 shift • november 2019 A GOOD GRASP: HOW ADHESIVES AID EV DESIGN The need for light- weighting and battery protection in electric Photo: 3M vehicles has some manufacturers looking to structural adhesives BY ALEXA ST. JOHN s electric vehicle manufacturers A aim for lighter-weight materials, crash resistance and battery pack protection, they are look- ing to structural adhesives to help bring all of those objectives together. Companies such as 3M, Henkel Corp., Lord Corp. and DuPont know all about Clockwise, from top left: DuPont’s Betaseal adhesive can also be a sealer for EV batteries. creating strong bonds between mate- 3M’s adhesive solutions include structural tapes. Lord Corp.’s CoolTherm Prismatic Battery rials, and now they are applying their Adhesive offers structural bonding. Henkel has a few adhesive products for EVs, including expertise to the EV battery realm. this gap filler in a battery pack. Adhesives reduce or replace heavy mechanical fasteners in EV battery adhesives that aid assembly of battery Materials supplier DuPont offers a suite design. They provide a thinner and lighter cells, battery modules and battery packs. of adhesives, such as its Betaseal brand. bond — which can improve EV range Loctite sealing technologies protect the “Our structural adhesives were originally — for a variety of battery components, battery from external fluids. for crash safety related matters,” said and can bond dissimilar materials more Henkel also offers Bergquist silicone- Christophe Van Herreweghe, DuPont’s quickly and with more flexibility and free materials, which are liquid gap fillers global strategic market manager for strength than traditional nuts and bolts. that manage the thermal load generated adhesives assembly and the Accelerating Adhesives are designed with more from the battery pack. Hybrid Electric and Autonomous Driving, accurate gap control in mind and bond “There was no thermal material needed or AHEAD, initiative. parts such as battery cells, battery module for batteries in a conventional car in the “They also give a huge benefit in terms side panels, cooling plates and more. past,” Frank Kerstan, Henkel business of fatigue and driveability comfort of the 3M uses two-part epoxy and acrylic development manager, said. “Of course, vehicle,” he said. structural adhesives, which bond to a it’s a completely different game when you As automakers set goals for longer broad range of materials for different levels talk about thousands of battery cells.” range, faster charging, lower cost and of strength, and urethane epoxy adhe- Adhesive supplier Lord Corp. created more, adhesives stick as one of the best sives, which are best for modules or indi- thermally conductive structural adhesives answers. vidual cells and have cooling applications. for EV battery packs in place of an ordi- “There is a need to constantly innovate Henkel, a German industry and con- nary gap filler or thermal pad. The adhe- and bring in new lightweight materials,” sumer goods supplier, has structural sives are lightweight and provide thermal Prasanna Srinivasan, manager of busi- adhesive products for EVs under a few management between battery cells. Lord ness development and marketing at Lord, different brands. also offers adhesives for structural bond- said. “Adhesives in general actually add a Henkel offers Loctite brand structural ing within a battery pack. lot of value to EVs.” n november 2019 • shift 29 last mile Photo: Bloomberg POWERLESS California blackouts demonstrate the need to prepare for EV evacuation BY PETE BIGELOW he long lines conjured memories of the 1970s oil crisis. fast-charging stations, in key corridors so that people can evacu- T But instead of gas guzzlers, the blackout fiasco that began in California last month involved some of the most future-minded cars on the road. Owners of electric vehicles flocked to charging stations when Pacific Gas & Electric announced it would institute blackouts ate quickly. We have to do that at scale and think about how that will ultimately play out.” For now, EVs remain less than 1 percent of the national fleet. But Brandes imagines the magnitude and complexity of the chal- lenge would grow should EV penetration rates reach 5 or 10 per- in an attempt to avert wildfires during an expected windstorm. cent over the next decade, as many transportation and industry Millions of customers lost their juice, among them plenty of EV experts predict. enthusiasts who suddenly worried about how they’d charge Tesla may be at the forefront of finding some solutions. As with no electricity. Floridians prepared to escape Hurricane Irma in 2017, the com- It seemed a scenario the utility company and state officials pany sent an over-the-air update to cars containing 60- and had not considered. In this case, the only consequence was frus- 70-kilowatt-hour batteries. It allowed them to harness the full trated drivers waiting in lines that stretched a dozen cars deep at power of their batteries and extend their range 30 to 40 miles. some charging stations. As the California blackouts began, CEO Elon Musk said all But what if motorists had not merely endured a blackout, Tesla’s Superchargers in the region would get Tesla Powerpacks, but needed to flee a natural disaster that presented imminent, special battery storage systems, within a matter of weeks. life-threatening dangers? That’s a scenario for which some are Planning for emergencies and evacuations during natural starting to develop contingency plans. disasters is one more wrinkle that consumers and transporta- In Florida, where hurricanes force evacuations on a regular tion officials alike must consider, not just in an era of widespread basis, it can be challenging enough for motorists driving cars EV usage, but perhaps one involving other aspects of mobility. with internal combustion engines to escape on crowded high- If there’s a shift in which riders eschew personally owned cars ways. Now, lawmakers are considering the state’s role in ensur- in favor of on-demand transportation from ride-hailing networks, ing EV owners can maintain a charge and escape storm paths. that’s potentially problematic. “We have to be thinking about this today,” says Jeff Brandes, “That would take surge pricing to a whole new level,” Brandes a Republican state senator who represents the Pinellas County said. “Literally, the water is surging, so get me out of here. This area. “We need to be strategically placing charging stations, is a really interesting space, and we’ve got some work to do.” ■ 30 shift • november 2019 2 Lightweight Learn more about our lightweight solutions at themobilityalliance.co All marks used are trademarks and/or registered trademarks of Henkel and its affiliates in the U.S. and elsewhere. ® = registered in the U.S. Patent and Trademark Office. © 2019 Henkel Corporation. All rights reserved. DSGN0002744 (11/19)
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